Circuit-controller.



No. 808,957. PATENTED JAN. 2, 1906. R. VARLEY.

CIRCUIT CONTROLLER,

PPPPPP ATloN FILED 06T. 31,1904.

EEEEEEEEEEEEE 1.

PATENTED JAN. 2, 1906.

R. VARLEY. CIRCUIT CONTROLLER. APPLIOATION FILED 00T. 31,1904.

2 SHEETS-SHEET 2.

wucwl'oz I RICHARD VARLEY @Miei/muy() nl.

il @31d UNITED STATES PATENT OEEIOE7 RICHARD VARLEY, OE ENGLEWOOD, NEWJERSEY, ASSIGNOR, BY MESNE ASSIGNMENTS TO THE AUTOOOIL CO., ACORPORATION OF NEW JERSEY.

Specification of Letters Patent.

CIRCUIT-CONTROLLER.

Patented Jan. 2, 1906.

To all whom it may concern:

Be it known that I, RICHARD VARLEY, a citizen of the United States,residing at Englewood, in the county of Bergen and State of New Jersey,have invented certain new and useful Improvements inCircuit-Controllers, of which the following is a full, clear, and eX-act description.

This invention relates to circuit-controllers, and has special referenceto that type of circuit-controller used in connection with internal-combustion engines to periodically close the primary circuit ofan induction-coil, and thus throw the vibrator into operation to createan induced current in the secondary circuit of the coil for the purposeof igniting the explosive charge. In the operation of such apparatus ithas heretofore been the practice to usey a cam on one of theengineshafts which in its rotation strikes a spring and drives itagainst a contact-point to close the said primary circuit. Itis also acustom to insert a metallic segment in the periphery of a non-conductingdisk and allow a contactspring to slide over it in the rotations of thedisk. A still further plan has been to allow a spring to rest upon adisk normally, but to drop into a notch in the rim of the disk at thepoint in the rotation where the circuit is to be closed. In all of thesemechanical arrangements the period of time during which the circuitremains closed or the "dwell of contact depends entirely upon the speedof the rotary part. The soucre of current in such machinery is usually abattery, either galvanic or secondary, and the consumption of currentnecessarily depends upon the length of period of the closure. It isnearly always the case that the circuit remains closed some time'afterthe charge has been fired, thus entailing a Waste of the electricenergy, and when the engine is running at the slower speeds this uselessconsumption of the battery is a serious item.

The primary object of the present invention is to provide acircuit-closer for use in the situation mentioned above which will closethe circuit and hold it closed for a definite period regardless of thespeed of the engine, such period being adjustable to conform to therequirements or mean speed of the engine. In carrying out this featureof the invention I use a magnetic circuit-closer instead of a mechanicalcircuit-closer. This has the characteristic of attracting and moving acircuit-closing element when it is brought to bear thereoninstantaneously, whether its approach within attractive distance of theelement is brought about slowly or rapidly, and in conjunction with sucha magnetic controller l use a mechanical circuit-breaker whichautomatically opens the circuit after it has been magnetically closedafter a predetermined interval or dwell entirely independent of themotion of the engine. A permanent magnet is preferably used to operatethe magnetic circuit-controller, and in order to maintain the strengthof such a magnet constant l have provided a keeper' which is to bethrown across the poles of the magnet whenever the engine is not in use.A feature of the present invention is the combining of such a keeperwith the ordinary hand-switch of the primary circuit. Such a switch iscommonly used as a means for stopping the engine, and by combining itwith the keeper in the manner hereinafter described l insure theplacement of the keeper whenever the circuit is opened. l have alsoapplied to the legs of the permanent magnet a magnet-winding having itsterminals conveniently disposed for connection to a source ofelectricity by which the magnetism can be revived whenever it becomesweakened by connecting a storage battery or other source of heavycurrent to the terminals and allowing it to flow through the coils ashort time.

The invention will be described in detail in connection with theaccompanying drawings, in Which-- Figure 1 is a perspective view of thecomplete apparatus. Fig. 2 is a vertical section through the polar endof the apparatus and including a diagram of the circuits.

A represents a base of wood or other suitable insulating materialuponwhich is mounted a horseshoe-magnet comprised of the legs B and Band the back yoke B2. The poles of this magnet are mechanicallyconnected together across the ends by a brass plate O, which alsofurnishes a bearing for a shaft E, extending between the legs of themagnet and parallel thereto. another bearing, if neccessary, in the backyoke B2 or elsewhere. Between the poleplieces of the magnet the space ispartially led by. a block of iron B4, that portion of The shaft may havey IOO the space left open being occupied by an iron disk e, carryingupon its periphery an integral pin or lug e', the disk being mountedupon shaft E. The block of iron B4 contains a groove in its faceconcentric with the disk, through which pin e travels in the rotation ofthe disk. In the upper leg or pole of the magnet a vertical hole orpassage l) is provided, through which a plunger b extends. Said plungeris attached at its lower end to a small iron armature b2, which in turnis fastened to a thin plate b3, the latter being pivoted at b4 to theupper pole-piece and extending transversely outward beyond the plane ofthe magnet, where it carries a platinum contact-point b5. The upper endofthe plunger t is attached to a spring b and this in turn to anadjusting-screw t7, by which the upward pull ofthe spring can bedetermined. The upper end of the plunger may be fitted with a cross-headbs to rest across the edges of the opening of passage t and limit thedownward motion of the plunger. The iron armature b2 and the plate 3 arein the same plane with the disk e, so that as the latter rotates thearmature will be strongly attracted when the lug e passes beneath it. Atother times the air gap or space between the periphery of the disk andthe armature b2 is so great that the armature will .not be moved.

Upon a suitable frame or bracket formed by the plates c and c ofinsulating material are mounted two springs f and g, the former beingpivoted at f in a bracket 71I and the latter at g in the same bracket.Each spring has a rigid tailpiece engaged by adjustingscrews f 2 and g2,respectively. Spring carries at its forward end a contact-pointf3,opposing the contact t5, and spring g carries at its forward end acontact g3, opposing an adjustable contact i. The end of this springalso projects under the end of plate b3. Spring f bears normally againsta stop and is out of contact with the contact-point b5, while spring gis normally in contact with the contact i.

P indicates a heavy bar of iron pivoted t0 the forward end of leg B ofthe magnet, the pivot being shown at p in Fig. 2. It is fitted with ahandle p', by which it can be swung on its pivot. l/Vhen in a verticalposition, it bridges across and rests against the two legs of the magnetand serves as a keeper to confine the lines of magnetic force when themagnet is not in use. At the free end of the keeper a blade g isattached., and upon the base A is iixed a pair of spring-clips g', intowhich the blade is forced when the keeper is swung downward.

The electric circuits will be explained in connection with the operationwhich now follows: If the engine is to be operated, the keeper P isswung downward to the position shown in' Fig. 2, where its outer endengages with the clip g. This closes a circuit from the clip,which isgrounded upon the frame of the engine in any of the usualways, throughthe lever P to the iron structure B, B2, and B to the pivot 1, along theplate b3, thence across the normally open gap between the points b5 andf 3, spring bracket it, spring g, contacts g3 and i, conducting-wire1,primary winding 2 of inductioncoil I, vibrator 3, battery 4 to ground.The secondary circuit of the induction-coil (indicated by the wire 5)leads to terminals 6 in the engine-cylinder. Vhen the engine is started,the rotation of shaft E and disk e carries the lug e under armature bg.The instant the lug gets within attractive distance of the armature thelatter is drawn downward and held until the lug passes out of attractivedistance, when it is released and moves back under the action of springh6. In the downward movement of plate b3 contact b5 is rst carried intoengagement with contactfs, thus entirely completing the circuit beforetraced and starting the vibrator 3 into action. Before plate b3 iinishesits downward movement its extreme end engages the end of spring g andseparates the contacts g3 and t' and opens the circuit previously closedat If and 7F Hence the circuit is iirst closed and after a determinateperiod is opened in the one downward stroke of plate b3. rIhe length oftime during which the circuit is entirely closed is not to anysubstantial extent dependent upon the rapidity of movement of lug e orthe engine-shaft, for the reason that the function of the engineshaft ismerely to bring lug e within attractive range of armature b2, whereuponthe movement of plate b3 is accomplished with the quickness of magneticattraction and not that of the mechanical motion of the shaft. Thelength of this closure can be predetermined by adjusting the tension ofsprings j' and g and the front stop might be made adliustable for thesame purpose. Likewise the initial position of plate b3 might be madeadj ustable by a change in elevation of the backstop against which itnormally rests. In fact, any means may be resorted to within the scopeof my invention for predetermining the length of time that the circuitwill be entirely closed during the downward stroke of plate b3 under themagnetic attraction. l lence I have provided a device which affords auniform and definite consumption of electricity at each rotation of theengine, or at each closure of the circuit and by proper adjustment byany of the means proposed the most economical consumption of current canbe obtained. When the engine is to be stopped, the lever P is swungupward and brought into engagement with the upper leg B of the magnet.This simultaneously opens the circuit which stops the engine and placesthe keeper across the poles of the magnet to conserve the magnetism.

If after long-continued use the strength of the permanent magnet becomesless, it can be very quickly revived by connecting the binding-posts 7and 8 with a source of electricity, such as a storage battery or dynamo,and sending a heavy current through the coils S.

The circuit controlling mechanism has been described herein inconnection with a single circuit, presumably for a single-cylinderengine; but it is obvious that several sets of the contact springs andplates could be arranged upon one magnet with a corresponding number ofdisks e alongside of each other on the shaft and with their lugs cspaced apart angularly to close as many different circuits in successionat each rotation, this being mere duplication of what has been describedin detail.

It will be seen that the disk e is to all intents and purposes a magnetattached to or carried by an engine-shaft. It may be replaced by astraight bar hung at the middle upon the shaft, or, for the purposes ofmy invention, it maybe entirely independent of the magnet structure B BB2 and be simply a magnet, either permanent or electro, revolved by theshaft and carried into attractive range of the circuit-controlling leveror armature b3. A primary idea of my invention is that the shaft of anexplosive or internal-combustion engine carries a magnetic structure,either permanent or electro, which is carried by the shaft periodicallyinto attractive range of the circuit-controlling element, which byreason of the movement thus created in it iirst closes and then opensthe v circuit.

In the operation of explosive-engines it is customary to alter the pointin the rotation of the shaft where the explosion is fred, as when theengine is running at high speed the charge should be fired alittleearlier than when running at low speed. In operating with the apparatusherein described this adjustment for timing the spark may beaccomplished by swin ing the magnetic structure bodily around t e shaftE, and thus carrying the armature b2 toward or away from the lug e', andso advancing or retarding the spark. For this purpose I show the end ofa rod t pivotally connected with the base A, whereby the magnetstructure can be swung upon the shaft as a center.

A distinct advantage of the magneticallyactuated circuit-controller overthose mechanically actuated is in the fact that no wear or distortion ofthe circuit-controlling element can take place, since no cam strikes itand there is no rubbing of the rotary part upon the fixed part.

The devices for opening the circuit, as at the points t' and g3, afterit has been closed at b5 and f 3 will be operative and useful inconnection with mechanical circuit-controllers* that is to say, thespring Z13 or its equivalent can be moved by a cam on the shaft and theinterval of closure will still be determined by the time elapsing beforespring Z13 strikes spring g.

Having described my invention, I claim l. The combination of a permanentmagnet, a rotary shaft carrying a block of iron tending to close themagnetic circuit of said magnet and a circuit-controlling leverinterposed between a pole of said magnet and said block of iron.

2. The combination of an explosive-engine, a circuit controlling theignition of the charge therein, a circuit-closer in said circuit andactuated by the engine a circuit-breaker also in said circuit andadapted to be actuated after the circuit-closer is actuated and meanswhereby the period during which the circuit remains closed issubstantially independent of the speed of the engine.

3. The combination of a shaft, a magnet whose poles embrace said shaft,a body of iron carried by said shaft 'and rotating in the space betweensaid poles, a circuit-controlling element carrying an armature subjectedto the magnetic influence of said body of iron intermittently by therotations of thc shaft and a circuit controlled by said element.

4. A circuit-controller comprising a magnet and a movable elementsubject to the attraction of said magnet, means for moving the magnetperiodically into attractive range of said element, a pair of contactsadapted to be brought together when said element is moved by the magnet,a second movable element adapted'to be moved by the first after thefirst has brought said Contacts together, and a second pair of contactsadapted to be separated when said second movable element is moved, saidtwo pairs of contacts being in series with each other, substantially asdescribed.

In witness whereof I subscribe my signature in the presence of twowitnesses.

RICHARD VARLEY.

I/Vitnesses FRANK S. OBER, VVALDO M. CHAPIN.

IOO

